Vehicle air conditioner device

ABSTRACT

There is disclosed a vehicle air conditioner device of a so-called heat pump system to accurately perform efficient and comfortable heating of a vehicle interior. The vehicle air conditioner device includes a heating medium circulating circuit 23 which heats air to be supplied from an air flow passage 3 to a vehicle interior. A controller calculates a required heating capability TGQhtr of the heating medium circulating circuit to complement a shortage of an actual heating capability Qhp to a required heating capability TGQ of a radiator 4. The controller calculates a decrease amount ΔQhp of the actual heating capability Qhp from a difference ΔTXO between a refrigerant evaporation temperature TXO of an outdoor heat exchanger 7 and a refrigerant evaporation temperature TXObase in non-frosting, and adds the decrease amount ΔQhp to the required heating capability TGQhtr to execute the heating by the heating medium circulating circuit.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a U.S. National Stage Patent Application under 37U.S.C. § 371 of International Patent Application No. PCT/JP2015/057725,filed on Mar. 16, 2015, which claims the benefit of Japanese PatentApplication No. JP 2014-114965, filed on Jun. 3, 2014, the disclosuresof each of which are incorporated herein by reference in their entirety.

TECHNICAL FIELD

The present invention relates to an air conditioner device of a heatpump system which conditions air in a vehicle interior, and moreparticularly, it relates to a vehicle air conditioner device which issuitable for a hybrid car or an electric car.

BACKGROUND ART

Due to actualization of environmental problems in recent years, hybridcars and electric cars have spread. Further, as an air conditionerdevice which is applicable to such a vehicle, there has been developedan air conditioner device which includes a compressor to compress anddischarge a refrigerant, a radiator (a condenser) disposed in a vehicleinterior to let the refrigerant radiate heat, a heat absorber (anevaporator) disposed in the vehicle interior to let the refrigerantabsorb heat, and an outdoor heat exchanger disposed outside the vehicleinterior to let the refrigerant radiate or absorb heat, and whichchanges and executes respective modes of a heating mode to let therefrigerant discharged from the compressor radiate heat in the radiatorand let the refrigerant by which heat has been radiated in this radiatorabsorb heat in the outdoor heat exchanger, a dehumidifying mode to letthe refrigerant discharged from the compressor radiate heat in theradiator and let the refrigerant by which heat has been radiated in theradiator absorb heat in the heat absorber, and a cooling mode to let therefrigerant discharged from the compressor radiate heat in the outdoorheat exchanger and let the refrigerant absorb heat in the heat absorber(e.g., see Patent Document 1).

Furthermore, in Patent Document 1, there is provided an injectioncircuit which distributes the refrigerant flowing out from the radiator,decompresses this distributed refrigerant, and then performs heatexchange with the refrigerant flowing out from the radiator to returnthe refrigerant to the middle of the compression by the compressor,thereby increasing the refrigerant discharged from the compressor andimproving a heating capability of the radiator.

CITATION LIST Patent Documents

Patent Document 1: Publication of Japanese Patent No. 3985384

SUMMARY OF THE INVENTION Problems to be Solved by the Invention

However, in such an air conditioner device as described above, heatcannot be absorbed from outdoor air in a case where frosting occurs ontoan outdoor heat exchanger, and hence there is the problem that adesirable heating capability cannot be obtained. FIG. 11 shows thisbehavior. The abscissa indicates a refrigerant evaporation temperatureTXO of an outdoor heat exchanger (or a suction refrigerant temperatureTs of a compressor) and the ordinate indicates a heating capability (anactual heating capability) actually generated by a radiator.Furthermore, in the drawing, TXObase is a refrigerant evaporationtemperature in non-frosting of the outdoor heat exchanger.

As it is clear from this drawing, the refrigerant evaporationtemperature TXO becomes lower than the refrigerant evaporationtemperature TXObase in non-frosting when the frosting occurs onto theoutdoor heat exchanger (a difference ΔTXO=TXObase−TXO). It is also seenthat the heating capability of the radiator accordingly decreases ateach number of revolution of the compressor. It is to be noted that withdecrease of the number of revolution of the compressor, the refrigerantevaporation temperature TXO rises.

Furthermore, a temperature of a refrigerant flowing out from theradiator is low, and hence an amount of heat exchange between therefrigerant and a distributed and decompressed refrigerant alsodecreases. Therefore, for the purpose of injecting a gas in the middleof the compression by the compressor, there is a limit to increasing ofan amount of the refrigerant flowing through an injection circuit, therefrigerant discharged from the compressor cannot sufficiently increase,and as a result, there is the defect that the heating capability cannotsufficiently be obtained.

The present invention has been developed to solve such a conventionaltechnical problem, and an object thereof is to accurately performefficient and comfortable heating of a vehicle interior in a vehicle airconditioner device of a so-called heat pump system.

Means for Solving the Problems

A vehicle air conditioner device of the present invention includes acompressor which compresses a refrigerant, an air flow passage throughwhich air to be supplied to a vehicle interior flows, a radiator whichlets the refrigerant radiate heat to heat the air to be supplied fromthe air flow passage to the vehicle interior, a heat absorber which letsthe refrigerant absorb heat to cool the air to be supplied from the airflow passage to the vehicle interior, an outdoor heat exchanger disposedoutside the vehicle interior to let the refrigerant radiate or absorbheat, and control means, the vehicle air conditioner device executes atleast a heating mode in which the control means lets the refrigerantdischarged from the compressor radiate heat in the radiator,decompresses the refrigerant by which heat has been radiated, and thenlets the refrigerant absorb heat in the outdoor heat exchanger, thevehicle air conditioner device further includes auxiliary heating meansfor heating the air to be supplied from the air flow passage to thevehicle interior, and the vehicle air conditioner device ischaracterized in that on the basis of a required heating capability TGQwhich is a required heating capability of the radiator and an actualheating capability Qhp which is actually generated by the radiator, thecontrol means calculates a required heating capability TGQhtr of theauxiliary heating means to complement a shortage of the actual heatingcapability Qhp to the required heating capability TGQ, and the controlmeans calculates a decrease amount ΔQhp of the actual heating capabilityQhp due to frosting of the outdoor heat exchanger on the basis of adifference ΔTXO between the refrigerant evaporation temperature TXO ofthe outdoor heat exchanger and the refrigerant evaporation temperatureTXObase of the outdoor heat exchanger in non-frosting, and adds thedecrease amount ΔQhp to the required heating capability TGQhtr of theauxiliary heating means to execute heating by the auxiliary heatingmeans.

The vehicle air conditioner device of the invention of claim 2 ischaracterized in that in the above invention, the control meanscalculates a frosting ratio of the outdoor heat exchanger on the basisof the difference ΔTXO, and in a case where this frosting ratio is notless than a predetermined value, the control means stops the compressorand controls the auxiliary heating means in accordance with the requiredheating capability TGQ.

The vehicle air conditioner device of the invention of claim 3 ischaracterized in that in the invention of claim 1, the control meanscalculates the frosting ratio of the outdoor heat exchanger on the basisof the decrease amount ΔQhp of the actual heating capability, and in acase where this frosting ratio is not less than a predetermined value,the control means stops the compressor and controls the auxiliaryheating means in accordance with the required heating capability TGQ.

The vehicle air conditioner device of the invention of claim 4 ischaracterized in that in the invention of claim 1, the control meanscalculates a maximum heating capability Qhpmax to be generated by theradiator, calculates a decrease amount ΔQhpmax of the maximum heatingcapability Qhpmax due to the frosting of the outdoor heat exchanger onthe basis of the difference ΔTXO, and calculates a frosting ratio of theoutdoor heat exchanger on the basis of the decrease amount ΔQhpmax ofthis maximum heating capability, and in a case where this frosting ratiois not less than a predetermined value, the control means stops thecompressor and controls the auxiliary heating means in accordance withthe required heating capability TGQ.

The vehicle air conditioner device of the invention of claim 5 ischaracterized in that in the invention of claim 1, the control meanscalculates a maximum heating capability Qhpmax to be generated by theradiator, and calculates a decrease amount ΔQhpmax of the maximumheating capability Qhpmax due to the frosting of the outdoor heatexchanger on the basis of the difference ΔTXO, and in a case where thisdecrease amount ΔQhpmax is not less than a predetermined value, thecontrol means stops the compressor and controls the auxiliary heatingmeans in accordance with the required heating capability TGQ.

The vehicle air conditioner device of the invention of claim 6 ischaracterized in that in the invention of claim 1, the control meansstops the compressor and controls the auxiliary heating means inaccordance with the required heating capability TGQ in a case where thedecrease amount ΔQhp of the actual heating capability is not less than apredetermined value.

The vehicle air conditioner device of the invention of claim 7 ischaracterized in that in the above respective inventions, the controlmeans calculates the maximum heating capability Qhpmax on the basis ofan air volume Ga of air passing the radiator, an outdoor air temperatureTam, and an upper limit number of revolution Ncmax of the compressor,and calculates the actual heating capability Qhp on the basis of the airvolume Ga, the outdoor air temperature Tam and an actual number ofrevolution Nc of the compressor.

The vehicle air conditioner device of the invention of claim 8 ischaracterized in that in the inventions of claim 1 to claim 6, thecontrol means calculates the actual heating capability Qhp on the basisof a difference (THout−THin) between a temperature THout of air passedthrough the radiator and a suction air temperature THin of the radiator,specific heat Ca of the air flowing into the radiator, and the airvolume Ga of the air passing the radiator.

The vehicle air conditioner device of the invention of claim 9 ischaracterized in that in the invention of claim 7, in a case where theauxiliary heating means is disposed together with the radiator on anupstream side of the radiator to a flow of the air of the air flowpassage, the control means calculates the maximum heating capabilityQhpmax and the actual heating capability Qhp in consideration of asuction air temperature THin of the radiator.

The vehicle air conditioner device of the invention of claim 10 ischaracterized in that each of the above inventions includes a heatingmedium circulating circuit which has a heating medium-air heatexchanger, an electric heater, and circulating means and in which thecirculating means circulates a heating medium heated by the electricheater through the heating medium-air heat exchanger, and the heatingmedium-air heat exchanger constitutes the auxiliary heating means.

The vehicle air conditioner device of the invention of claim 11 ischaracterized in that in the inventions of claim 1 to claim 9, theauxiliary heating means is constituted of an electric heater.

The vehicle air conditioner device of the invention of claim 12 ischaracterized in that in the inventions of claim 1 to claim 8, theradiator is disposed outside the air flow passage, and the auxiliaryheating means is constituted of a heating medium circulating circuitwhich has a heating medium-refrigerant heat exchanger to perform heatexchange with this radiator, a heating medium-air heat exchangerdisposed in the air flow passage, an electric heater and circulatingmeans and in which the circulating means circulates a heating mediumheated by the heating medium-refrigerant heat exchanger and/or theelectric heater through the heating medium-air heat exchanger.

Advantageous Effect of the Invention

According to the present invention, a vehicle air conditioner deviceincludes a compressor which compresses a refrigerant, an air flowpassage through which air to be supplied to a vehicle interior flows, aradiator which lets the refrigerant radiate heat to heat the air to besupplied from the air flow passage to the vehicle interior, a heatabsorber which lets the refrigerant absorb heat to cool the air to besupplied from the air flow passage to the vehicle interior, an outdoorheat exchanger disposed outside the vehicle interior to let therefrigerant radiate or absorb heat, and control means, the vehicle airconditioner device executes at least a heating mode in which the controlmeans lets the refrigerant discharged from the compressor radiate heatin the radiator, decompresses the refrigerant by which heat has beenradiated, and then lets the refrigerant absorb heat in the outdoor heatexchanger, the vehicle air conditioner device includes auxiliary heatingmeans for heating the air to be supplied from the air flow passage tothe vehicle interior, and on the basis of a required heating capabilityTGQ which is a required heating capability of the radiator and an actualheating capability Qhp which is actually generated by the radiator, thecontrol means calculates a required heating capability TGQhtr of theauxiliary heating means to complement a shortage of the actual heatingcapability Qhp to the required heating capability TGQ, to executeheating by the auxiliary heating means. Therefore, in a case where theactual heating capability Qhp of the radiator runs short to the requiredheating capability TGQ, the auxiliary heating means heats the air to besupplied to the vehicle interior, so that it is possible to complementthe heating capability and achieve comfortable heating of the vehicleinterior.

Furthermore, the heating by the auxiliary heating means is executedunder a situation where the heating capability of the radiator runsshort, and hence it is possible to minimize deterioration of anefficiency due to the heating by the auxiliary heating means.Consequently, it is possible to effectively inhibit the disadvantagethat a driving distance decreases especially in an electric car.

Particularly, the control means calculates a decrease amount ΔQhp of theactual heating capability Qhp due to frosting of the outdoor heatexchanger, and adds the decrease amount ΔQhp to the required heatingcapability TGQhtr of the auxiliary heating means to execute the heatingby the auxiliary heating means, and hence in a case where the frostingoccurs onto the outdoor heat exchanger to decrease the actual heatingcapability Qhp, the auxiliary heating means can complement the decreaseamount ΔQhp, and comfort can further improve.

In this case, the control means calculates the decrease amount ΔQhp ofthe actual heating capability Qhp due to the frosting of the outdoorheat exchanger on the basis of a difference ΔTXO between the refrigerantevaporation temperature TXO of the outdoor heat exchanger and therefrigerant evaporation temperature TXObase of the outdoor heatexchanger in non-frosting, and hence it is possible to preciselycalculate the decrease amount ΔQhp and accurately execute control of theauxiliary heating means.

At this time, as in the invention of claim 2, the control meanscalculates a frosting ratio of the outdoor heat exchanger on the basisof the difference ΔTXO, and in a case where this frosting ratio is notless than a predetermined value, the control means stops the compressorand controls the auxiliary heating means in accordance with the requiredheating capability TGQ. In this case, a proceeding degree of thefrosting onto the outdoor heat exchanger is grasped from the differenceΔTXO, and in a case where the frosting proceeds, it is possible tochange to the heating of the vehicle interior only by the auxiliaryheating means. In consequence, it is possible to continuously performthe heating of the vehicle interior by the auxiliary heating means whilepreventing further growth of the frost formed on the outdoor heatexchanger or promoting melting of the frost.

Furthermore, as in the invention of claim 3, the control meanscalculates the frosting ratio of the outdoor heat exchanger on the basisof the decrease amount ΔQhp of the actual heating capability, and in acase where this frosting ratio is not less than a predetermined value,the control means stops the compressor and controls the auxiliaryheating means in accordance with the required heating capability TGQ.Also in this case, the proceeding degree of the frosting onto theoutdoor heat exchanger is grasped from the decrease amount ΔQhp of theactual heating capability, and in the case where the frosting proceeds,it is possible to change to the heating of the vehicle interior only bythe auxiliary heating means. In consequence, it is similarly possible tocontinuously perform the heating of the vehicle interior by theauxiliary heating means while preventing further growth of the frostformed on the outdoor heat exchanger or promoting the melting of thefrost.

Furthermore, as in the invention of claim 4, the control meanscalculates a maximum heating capability Qhpmax to be generated by theradiator, calculates a decrease amount ΔQhpmax of the maximum heatingcapability Qhpmax due to the frosting of the outdoor heat exchanger onthe basis of the difference ΔTXO, and calculates a frosting ratio of theoutdoor heat exchanger on the basis of the decrease amount ΔQhpmax ofthis maximum heating capability, and in a case where this frosting ratiois not less than a predetermined value, the control means stops thecompressor and controls the auxiliary heating means in accordance withthe required heating capability TGQ. Also in this case, the proceedingdegree of the frosting onto the outdoor heat exchanger is grasped fromthe decrease amount ΔQhpmax of the maximum heating capability, and inthe case where the frosting proceeds, it is possible to change to theheating of the vehicle interior only by the auxiliary heating means. Inconsequence, it is similarly possible to continuously perform theheating of the vehicle interior by the auxiliary heating means whilepreventing further growth of the frost formed on the outdoor heatexchanger or promoting the melting of the frost.

Furthermore, as in the invention of claim 5, the control meanscalculates a maximum heating capability Qhpmax to be generated by theradiator, and calculates a decrease amount ΔQhpmax of the maximumheating capability Qhpmax due to the frosting of the outdoor heatexchanger on the basis of the difference ΔTXO, and in a case where thisdecrease amount ΔQhpmax is not less than a predetermined value, thecontrol means stops the compressor and controls the auxiliary heatingmeans in accordance with the required heating capability TGQ. Also inthis case, the proceeding degree of the frosting onto the outdoor heatexchanger is directly judged from the decrease amount ΔQhpmax of themaximum heating capability, and in the case where the frosting proceeds,it is possible to change to the heating of the vehicle interior only bythe auxiliary heating means. In consequence, it is similarly possible tocontinuously perform the heating of the vehicle interior by theauxiliary heating means while preventing further growth of the frostformed on the outdoor heat exchanger or promoting the melting of thefrost.

Furthermore, as in the invention of claim 6, the control means stops thecompressor and controls the auxiliary heating means in accordance withthe required heating capability TGQ in a case where the decrease amountΔQhp of the actual heating capability is not less than a predeterminedvalue. Also in this case, the proceeding degree of the frosting onto theoutdoor heat exchanger is directly judged from the decrease amount ΔQhpof the actual heating capability, and in the case where the frostingproceeds, it is possible to change to the heating of the vehicleinterior only by the auxiliary heating means. In consequence, it issimilarly possible to continuously perform the heating of the vehicleinterior by the auxiliary heating means while preventing further growthof the frost formed on the outdoor heat exchanger or promoting themelting of the frost.

In this case, as in the invention of claim 7, the control meanscalculates the maximum heating capability Qhpmax on the basis of an airvolume Ga of air passing the radiator, an outdoor air temperature Tam,and an upper limit number of revolution Ncmax of the compressor, andcalculates the actual heating capability Qhp on the basis of the airvolume Ga, the outdoor air temperature Tam and an actual number ofrevolution Nc of the compressor, so that it is possible to accuratelycontrol judgment of the heating capability of the radiator and heatingby the auxiliary heating means which accompanies the shortage of thecapability.

At this time, as in the invention of claim 9, in a case where theauxiliary heating means is disposed together with the radiator on anupstream side of the radiator to a flow of air of the air flow passage,the control means calculates the maximum heating capability Qhpmax andthe actual heating capability Qhp in consideration of a suction airtemperature THin of the radiator. Consequently, in a case where the airheated by the auxiliary heating means flows into the radiator, it ispossible to correctly calculate the maximum heating capability Qhpmax orthe actual heating capability Qhp in consideration of a change of a heatquantity which accompanies the inflow of the heated air.

Furthermore, as in the invention of claim 8, the control meanscalculates the actual heating capability Qhp on the basis of adifference (THout−THin) between a temperature THout of air passedthrough the radiator and a suction air temperature THin of the radiator,specific heat Ca of the air flowing into the radiator, and the airvolume Ga of the air passing the radiator. Also in this case, it ispossible to accurately calculate the actual heating capability Qhp ofthe radiator and control the heating by the auxiliary heating means.

It is to be noted that as in the invention of claim 10, the vehicle airconditioner device includes a heating medium circulating circuit whichhas a heating medium-air heat exchanger, an electric heater, andcirculating means and in which the circulating means circulates aheating medium heated by the electric heater through the heatingmedium-air heat exchanger, and the heating medium-air heat exchangerconstitutes the auxiliary heating means, so that it is possible toachieve electrically safe heating of the vehicle interior.

On the other hand, when the auxiliary heating means is constituted of anelectric heater as in the invention of claim 11, it is possible tosimplify a structure.

Furthermore, as in the invention of claim 12, the radiator is disposedoutside the air flow passage, and the auxiliary heating means isconstituted of a heating medium circulating circuit which has a heatingmedium-refrigerant heat exchanger to perform heat exchange with thisradiator, a heating medium-air heat exchanger disposed in the air flowpassage, an electric heater and circulating means and in which thecirculating means circulates a heating medium heated by the heatingmedium-refrigerant heat exchanger and/or the electric heater through theheating medium-air heat exchanger, and also in this case, electricsafety can improve.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a constitutional view of a vehicle air conditioner device ofone embodiment to which the present invention is applied;

FIG. 2 is a block diagram of an electric circuit of a controller of thevehicle air conditioner device of FIG. 1;

FIG. 3 is a diagram to explain a relation between ΔTXO and a coefficientKΔQ;

FIG. 4 is a diagram to explain a relation between ΔTXO and a frostingratio of an outdoor heat exchanger;

FIG. 5 is a diagram to explain a relation between ΔQhpmax or ΔQhp andthe frosting ratio of the outdoor heat exchanger;

FIG. 6 is a constitutional view of a vehicle air conditioner device ofanother embodiment to which the present invention is applied;

FIG. 7 is a constitutional view of a vehicle air conditioner device ofstill another embodiment to which the present invention is applied;

FIG. 8 is a constitutional view of a vehicle air conditioner device of afurther embodiment to which the present invention is applied;

FIG. 9 is a constitutional view of a vehicle air conditioner device of afurther embodiment to which the present invention is applied;

FIG. 10 is a constitutional view of a vehicle air conditioner device ofa still further embodiment to which the present invention is applied;and

FIG. 11 is a diagram showing a relation between TXO or Ts and a heatingcapability of a radiator.

MODE FOR CARRYING OUT THE INVENTION

Hereinafter, embodiments of the present invention will be described indetail with reference to the drawings.

FIG. 1 shows a constitutional view of a vehicle air conditioner device 1of one embodiment of the present invention. A vehicle of the embodimentto which the present invention is applied is an electric car (EV) inwhich an engine (an internal combustion engine) is not mounted and whichruns by driving an electric motor for running with power charged in abattery (which is not shown in the drawing), and the vehicle airconditioner device 1 of the present invention is also driven with thepower of the battery. That is, the vehicle air conditioner device 1 ofthe embodiment performs heating by a heat pump operation using arefrigerant circuit in the electric car in which it is not possible toperform heating by engine waste heat, and further, the vehicle airconditioner device selectively executes respective operation modes ofdehumidifying and heating, cooling and dehumidifying, cooling, and thelike.

It is to be noted that the vehicle is not limited to the electric car,and the present invention is also effective for a so-called hybrid carusing the engine together with the electric motor for running, andfurthermore, needless to say, the present invention is also applicableto a usual car which runs with the engine.

The vehicle air conditioner device 1 of the embodiment performs airconditioning (heating, cooling, dehumidifying, and ventilation) of avehicle interior of the electric car, and there are successivelyconnected, by a refrigerant pipe 13, an electric type of compressor 2which compresses a refrigerant, a radiator 4 disposed in an air flowpassage 3 of an HVAC unit 10 in which vehicle interior air passes andcirculates, to let the high-temperature high-pressure refrigerantdischarged from the compressor 2 flow inside via a refrigerant pipe 13Gand to let this refrigerant radiate heat in the vehicle interior, anoutdoor expansion valve 6 constituted of an electric valve whichdecompresses and expands the refrigerant during the heating, an outdoorheat exchanger 7 which performs heat exchange between the refrigerantand outdoor air to function as the radiator during the cooling and tofunction as an evaporator during the heating, an indoor expansion valve8 constituted of an electric valve which decompresses and expands therefrigerant, a heat absorber 9 disposed in the air flow passage 3 to letthe refrigerant absorb heat from interior and exterior of the vehicleduring the cooling and during the dehumidifying, an evaporationcapability control valve 11 which adjusts an evaporation capability inthe heat absorber 9, an accumulator 12 and the like, therebyconstituting a refrigerant circuit R. It is to be noted that in theoutdoor heat exchanger 7, an outdoor blower 15 is disposed. The outdoorblower 15 is constituted to forcibly blow the outdoor air through theoutdoor heat exchanger 7, thereby performing heat exchange between theoutdoor air and the refrigerant, and consequently, the outdoor blowerblows the outdoor air through the outdoor heat exchanger 7 also duringstop (i.e., a velocity VSP is 0 km/h).

Furthermore, the outdoor heat exchanger 7 has a receiver drier portion14 and a subcooling portion 16 successively on a refrigerant downstreamside, a refrigerant pipe 13A extending out from the outdoor heatexchanger 7 is connected to the receiver drier portion 14 via a solenoidvalve (an opening/closing valve) 17 opened during the cooling, and anoutlet of the subcooling portion 16 is connected to the indoor expansionvalve 8 via a check valve 18. It is to be noted that the receiver drierportion 14 and the subcooling portion 16 structurally constitute a partof the outdoor heat exchanger 7, and an indoor expansion valve 8 side ofthe check valve 18 is a forward direction.

Furthermore, a refrigerant pipe 13B between the check valve 18 and theindoor expansion valve 8 is disposed in a heat exchange relation with arefrigerant pipe 13C extending out from the evaporation capabilitycontrol valve 11 positioned on an outlet side of the heat absorber 9,and both the pipes constitute an internal heat exchanger 19. Inconsequence, the refrigerant flowing into the indoor expansion valve 8through the refrigerant pipe 13B is cooled (subcooled) by thelow-temperature refrigerant flowing out from the heat absorber 9 throughthe evaporation capability control valve 11.

Furthermore, the refrigerant pipe 13A extending out from the outdoorheat exchanger 7 branches, and this branching refrigerant pipe 13Dcommunicates and connects with the refrigerant pipe 13C on a downstreamside of the internal heat exchanger 19 via a solenoid valve (anopening/closing valve) 21 to be opened during the heating. Furthermore,a refrigerant pipe 13E on an outlet side of the radiator 4 branchesbefore the outdoor expansion valve 6, and this branching refrigerantpipe 13F communicates and connects with the refrigerant pipe 13B on adownstream side of the check valve 18 via a solenoid valve (anopening/closing valve) 22 to be opened during the dehumidifying.

Furthermore, the outdoor expansion valve 6 is connected in parallel witha bypass pipe 13J, and in the bypass pipe 13J, a solenoid valve (anopening/closing valve) 20 is interposed to open in a cooling mode sothat the refrigerant bypasses the outdoor expansion valve 6 to flow. Itis to be noted that a pipe between the outdoor expansion valve 6 and thesolenoid valve 20 and the outdoor heat exchanger 7 is denoted with 131.

Furthermore, in the air flow passage 3 on an air upstream side of theheat absorber 9, respective suction ports such as an outdoor air suctionport and an indoor air suction port are formed (represented by a suctionport 25 in FIG. 1), and in the suction port 25, a suction changingdamper 26 is disposed to change the air to be introduced into the airflow passage 3 to indoor air which is air in the vehicle interior (anindoor air circulating mode) and outdoor air which is air outside thevehicle interior (an outdoor air introducing mode). Furthermore, on anair downstream side of the suction changing damper 26, an indoor blower(a blower fan) 27 is disposed to supply the introduced indoor air oroutdoor air to the air flow passage 3.

Furthermore, in FIG. 1, reference numeral 23 indicates a heating mediumcirculating circuit disposed in the vehicle air conditioner device 1 ofthe embodiment. The heating medium circulating circuit 23 includes acirculating pump 30 constituting circulating means, a heating mediumheating electric heater (denoted with ECH in the drawing) 35, and aheating medium-air heat exchanger 40 (auxiliary heating means in thepresent invention) disposed in the air flow passage 3 on an airdownstream side of the radiator 4 to the flow of the air of the air flowpassage 3, and these components are successively annularly connected toone another by a heating medium pipe 23A. It is to be noted that as theheating medium to circulate in the heating medium circulating circuit23, for example, water, a refrigerant such as HFO-1234yf, a coolant orthe like is employed.

Further, when the circulating pump 30 is operated and the heating mediumheating electric heater 35 is energized to generate heat, the heatingmedium heated by the heating medium heating electric heater 35circulates through the heating medium-air heat exchanger 40. That is,the heating medium-air heat exchanger 40 of the heating mediumcirculating circuit 23 becomes a so-called heater core, and complementsthe heating of the vehicle interior. The employing of the heating mediumcirculating circuit 23 can improve electric safety of a passenger.

Furthermore, in the air flow passage 3 on the air upstream side of theradiator 4, an air mix damper 28 is disposed to adjust a degree of flowof the indoor air or the outdoor air through the radiator 4.Furthermore, in the air flow passage 3 on the air downstream side of theradiator 4, there is formed each outlet (represented by an outlet 29 inFIG. 1) of foot, vent or defroster, and in the outlet 29, an outletchanging damper 31 is disposed to execute changing control of blowing ofthe air from each outlet mentioned above.

Next, in FIG. 2, 32 is a controller (ECU) as control means constitutedof a microcomputer, and an input of the controller 32 is connected torespective outputs of an outdoor air temperature sensor 33 which detectsan outdoor air temperature of the vehicle, an outdoor air humiditysensor 34 which detects an outdoor air humidity, an HVAC suctiontemperature sensor 36 which detects a temperature of the air to besucked from the suction port 25 to the air flow passage 3, an indoor airtemperature sensor 37 which detects a temperature of the air of thevehicle interior (the indoor air), an indoor air humidity sensor 38which detects a humidity of the air of the vehicle interior, an indoorair CO₂ concentration sensor 39 which detects a carbon dioxideconcentration of the vehicle interior, an outlet temperature sensor 41which detects a temperature of the air blown out from the outlet 29 tothe vehicle interior, a discharge pressure sensor 42 which detects apressure of the refrigerant discharged from the compressor 2, adischarge temperature sensor 43 which detects a temperature of therefrigerant discharged from the compressor 2, a suction pressure sensor44 which detects a suction refrigerant pressure of the compressor 2, aradiator temperature sensor 46 which detects a temperature of theradiator 4 (the temperature of the air passed through the radiator 4 orthe temperature of the radiator 4 itself), a radiator pressure sensor 47which detects a refrigerant pressure of the radiator 4 (the pressure inthe radiator 4 or of the refrigerant which has just flowed out from theradiator 4), a heat absorber temperature sensor 48 which detects atemperature of the heat absorber 9 (the temperature of the air passedthrough the heat absorber 9 or the temperature of the heat absorber 9itself), a heat absorber pressure sensor 49 which detects a refrigerantpressure of the heat absorber 9 (the pressure in the heat absorber 9 orof the refrigerant which has just flowed out from the heat absorber 9),a solar radiation sensor 51 of, e.g., a photo sensor system to detect asolar radiation amount into the vehicle, a velocity sensor 52 to detecta moving speed of the vehicle (a velocity), an air conditioningoperating portion 53 to set the changing of a predetermined temperatureor the operation mode, an outdoor heat exchanger temperature sensor 54which detects a temperature of the outdoor heat exchanger 7 (thetemperature of the refrigerant which has just flowed out from theoutdoor heat exchanger 7 or the temperature of the outdoor heatexchanger 7 itself), and an outdoor heat exchanger pressure sensor 56which detects the refrigerant pressure of the outdoor heat exchanger 7(the pressure in the outdoor heat exchanger 7 or of the refrigerantwhich has just flowed out from the outdoor heat exchanger 7).

Furthermore, the input of the controller 32 is further connected torespective outputs of a heating medium heating electric heatertemperature sensor 50 which detects a temperature of the heating mediumheating electric heater 35 of the heating medium circulating circuit 23(the temperature of the heating medium which has just been heated by theheating medium heating electric heater 35, or the temperature of anunshown electric heater itself disposed in the heating medium heatingelectric heater 35), and a heating medium-air heat exchanger temperaturesensor 55 which detects a temperature of the heating medium-air heatexchanger 40 (the temperature of the air flowing through the heatingmedium-air heat exchanger 40, or the temperature of the heatingmedium-air heat exchanger 40 itself).

On the other hand, an output of the controller 32 is connected to thecompressor 2, the outdoor blower 15, the indoor blower (the blower fan)27, the suction changing damper 26, the air mix damper 28, the outletchanging damper 31, the outdoor expansion valve 6, the indoor expansionvalve 8, the respective solenoid valves 22, 17, 21 and 20, thecirculating pump 30, the heating medium heating electric heater 35, andthe evaporation capability control valve 11. Further, the controller 32controls these components on the basis of the outputs of the respectivesensors and the setting input by the air conditioning operating portion53.

Next, an operation of the vehicle air conditioner device 1 of theembodiment having the above-mentioned constitution will be described.The controller 32 changes and executes respective roughly dividedoperation modes such as a heating mode, a dehumidifying and heatingmode, an internal cycle mode, a dehumidifying and cooling mode, and acooling mode. First, a flow of the refrigerant in each operation modewill be described.

(1) Flow of Refrigerant of Heating Mode

When the heating mode is selected by the controller 32 or a manualoperation to the air conditioning operating portion 53, the controller32 opens the solenoid valve 21 and closes the solenoid valve 17, thesolenoid valve 22, and the solenoid valve 20. Further, the controlleroperates the compressor 2 and the respective blowers 15 and 27, and theair mix damper 28 has a state of passing the air blown out from theindoor blower 27 through the radiator 4 and the heating medium-air heatexchanger 40. In consequence, a high-temperature high-pressure gasrefrigerant discharged from the compressor 2 flows into the radiator 4.The air in the air flow passage 3 passes through the radiator 4, andhence the air in the air flow passage 3 is heated by thehigh-temperature refrigerant in the radiator 4, whereas the refrigerantin the radiator 4 has the heat taken by the air and is cooled tocondense and liquefy.

The refrigerant liquefied in the radiator 4 flows out from the radiator4, and then flows through the refrigerant pipe 13E to reach the outdoorexpansion valve 6. It is to be noted that an operation and function ofthe heating medium circulating circuit 23 will be described later. Therefrigerant flowing into the outdoor expansion valve 6 is decompressedtherein and then flows into the outdoor heat exchanger 7. Therefrigerant flowing into the outdoor heat exchanger 7 evaporates, andthe heat is pumped up from the outdoor air passed by running or theoutdoor blower 15. That is, the refrigerant circuit R becomes a heatpump (denoted with HP in the drawing). Further, the low-temperaturerefrigerant flowing out from the outdoor heat exchanger 7 flows throughthe refrigerant pipe 13A and the solenoid valve 21 and the refrigerantpipe 13D, and flows from the refrigerant pipe 13C into the accumulator12 to perform gas liquid separation therein, and then the gasrefrigerant is sucked into the compressor 2, thereby repeating thiscirculation. The air heated in the radiator 4 flows through the heatingmedium-air heat exchanger 40 and is blown out from the outlet 29,thereby performing the heating of the vehicle interior.

The controller 32 controls a number of revolution of the compressor 2 onthe basis of a high pressure of the refrigerant circuit R which isdetected by the discharge pressure sensor 42 or the radiator pressuresensor 47, also controls a valve position of the outdoor expansion valve6 on the basis of a temperature of the radiator 4 which is detected bythe radiator temperature sensor 46 and a refrigerant pressure of theradiator 4 which is detected by the radiator pressure sensor 47, andcontrols a subcool degree of the refrigerant in an outlet of theradiator 4.

(2) Flow of Refrigerant of Dehumidifying and Heating Mode

Next, in the dehumidifying and heating mode, the controller 32 opens thesolenoid valve 22 in the above state of the heating mode. Inconsequence, a part of the condensed refrigerant flowing through theradiator 4 and the refrigerant pipe 13E is distributed, and flowsthrough the solenoid valve 22 to flow from the refrigerant pipes 13F and13B through the internal heat exchanger 19, thereby reaching the indoorexpansion valve 8. The refrigerant is decompressed in the indoorexpansion valve 8 and then flows into the heat absorber 9 to evaporate.Water in the air blown out from the indoor blower 27 coagulates toadhere to the heat absorber 9 by a heat absorbing operation at thistime, and hence the air is cooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 flows through theevaporation capability control valve 11 and the internal heat exchanger19 to join the refrigerant from the refrigerant pipe 13D in therefrigerant pipe 13C, and then flows through the accumulator 12 to besucked into the compressor 2, thereby repeating this circulation. Theair dehumidified in the heat absorber 9 is reheated in a process ofpassing the radiator 4, thereby performing the dehumidifying and heatingof the vehicle interior. The controller 32 controls the number ofrevolution of the compressor 2 on the basis of the high pressure of therefrigerant circuit R which is detected by the discharge pressure sensor42 or the radiator pressure sensor 47, and also controls the valveposition of the outdoor expansion valve 6 on the basis of thetemperature of the heat absorber 9 which is detected by the heatabsorber temperature sensor 48.

(3) Flow of Refrigerant of Internal Cycle Mode

Next, in the internal cycle mode, the controller 32 shuts off theoutdoor expansion valve 6 in the above state of the dehumidifying andheating mode (a shut off position), and also closes the solenoid valves20 and 21. When the outdoor expansion valve 6 and the solenoid valves 20and 21 close, inflow of the refrigerant into the outdoor heat exchanger7 and outflow of the refrigerant from the outdoor heat exchanger 7 areobstructed, and hence all the condensed refrigerant flowing through theradiator 4 and the refrigerant pipe 13E flows through the solenoid valve22 to the refrigerant pipe 13F. Further, the refrigerant flowing throughthe refrigerant pipe 13F flows from the refrigerant pipe 13B through theinternal heat exchanger 19 to reach the indoor expansion valve 8. Therefrigerant is decompressed in the indoor expansion valve 8 and thenflows into the heat absorber 9 to evaporate. The water in the air blownout from the indoor blower 27 coagulates to adhere to the heat absorber9 by the heat absorbing operation at this time, and hence the air iscooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 flows through theevaporation capability control valve 11, the internal heat exchanger 19,the refrigerant pipe 13C and the accumulator 12 to be sucked into thecompressor 2, thereby repeating this circulation. The air dehumidifiedin the heat absorber 9 is reheated in the process of passing theradiator 4, thereby performing the dehumidifying and heating of thevehicle interior, but in this internal cycle mode, the refrigerantcirculates between the radiator 4 (heat radiation) and the heat absorber9 (heat absorption) which are present in the air flow passage 3 on anindoor side, and hence the heat is not pumped up from the outdoor air,but a heating capability for a consumed power of the compressor 2 isexerted. The whole amount of the refrigerant flows through the heatabsorber 9 which exerts a dehumidifying operation, and hence as comparedwith the above dehumidifying and heating mode, a dehumidifyingcapability is higher, but the heating capability lowers.

The controller 32 controls the number of revolution of the compressor 2on the basis of the temperature of the heat absorber 9 or theabove-mentioned high pressure of the refrigerant circuit R. At thistime, the controller 32 selects a smaller compressor target number ofrevolution from compressor target numbers of revolution obtainable bycalculations from the temperature of the heat absorber 9 or the highpressure, to control the compressor 2.

(4) Flow of Refrigerant of Dehumidifying and Cooling Mode

Next, in the dehumidifying and cooling mode, the controller 32 opens thesolenoid valve 17 and closes the solenoid valve 21, the solenoid valve22 and the solenoid valve 20. Further, the controller operates thecompressor 2 and the respective blowers 15 and 27, and the air mixdamper 28 has the state of passing the air blown out from the indoorblower 27 through the radiator 4 and the heating medium-air heatexchanger 40. In consequence, the high-temperature high-pressure gasrefrigerant discharged from the compressor 2 flows into the radiator 4.Through the radiator 4, the air in the air flow passage 3 passes, andhence the air in the air flow passage 3 is heated by thehigh-temperature refrigerant in the radiator 4, whereas the refrigerantin the radiator 4 has the heat taken by the air and is cooled tocondense and liquefy.

The refrigerant flowing out from the radiator 4 flows through therefrigerant pipe 13E to reach the outdoor expansion valve 6, and flowsthrough the outdoor expansion valve 6 controlled so that the valve tendsto be open, to flow into the outdoor heat exchanger 7. The refrigerantflowing into the outdoor heat exchanger 7 is cooled by the runningtherein or the outdoor air passed through the outdoor blower 15, tocondense. The refrigerant flowing out from the outdoor heat exchanger 7flows from the refrigerant pipe 13A through the solenoid valve 17 tosuccessively flow into the receiver drier portion 14 and the subcoolingportion 16. Here, the refrigerant is subcooled.

The refrigerant flowing out from the subcooling portion 16 of theoutdoor heat exchanger 7 flows through the check valve 18 to enter therefrigerant pipe 13B, and flows through the internal heat exchanger 19to reach the indoor expansion valve 8. The refrigerant is decompressedin the indoor expansion valve 8 and then flows into the heat absorber 9to evaporate. The water in the air blown out from the indoor blower 27coagulates to adhere to the heat absorber 9 by the heat absorbingoperation at this time, and hence the air is cooled and dehumidified.

The refrigerant evaporated in the heat absorber 9 flows through theevaporation capability control valve 11, the internal heat exchanger 19and the refrigerant pipe 13C to reach the accumulator 12, and flowstherethrough to be sucked into the compressor 2, thereby repeating thiscirculation. The air cooled and dehumidified in the heat absorber 9 isreheated in the process of passing the radiator 4 (a radiationcapability is lower than that during the heating), thereby performingthe dehumidifying and cooling of the vehicle interior. The controller 32controls the number of revolution of the compressor 2 on the basis ofthe temperature of the heat absorber 9 which is detected by the heatabsorber temperature sensor 48, also controls the valve position of theoutdoor expansion valve 6 on the basis of the above-mentioned highpressure of the refrigerant circuit R, and controls a refrigerantpressure of the radiator 4 (a radiator pressure Pci).

(5) Flow of Refrigerant of Cooling Mode

Next, in the cooling mode, the controller 32 opens the solenoid valve 20in the above state of the dehumidifying and cooling mode (in this case,the outdoor expansion valve 6 may have any valve position including fullopen (the valve position is an upper limit of controlling)), and the airmix damper 28 has a state where the air does not pass through theradiator 4 and the heating medium-air heat exchanger 40. In consequence,the high-temperature high-pressure gas refrigerant discharged from thecompressor 2 flows into the radiator 4. The air in the air flow passage3 does not pass through the radiator 4, the refrigerant therefore onlypasses the radiator, and the refrigerant flowing out from the radiator 4flows through the refrigerant pipe 13E to reach the solenoid valve 20and the outdoor expansion valve 6.

At this time, the solenoid valve 20 is open, and hence the refrigerantbypasses the outdoor expansion valve 6 to pass the bypass pipe 13J, andflows into the outdoor heat exchanger 7 as it is, in which therefrigerant is cooled by the running therein or the outdoor air passingthrough the outdoor blower 15, to condense and liquefy. The refrigerantflowing out from the outdoor heat exchanger 7 flows from the refrigerantpipe 13A through the solenoid valve 17 to successively flow into thereceiver drier portion 14 and the subcooling portion 16. Here, therefrigerant is subcooled.

The refrigerant flowing out from the subcooling portion 16 of theoutdoor heat exchanger 7 flows through the check valve 18 to enter therefrigerant pipe 13B, and flows through the internal heat exchanger 19to reach the indoor expansion valve 8. The refrigerant is decompressedin the indoor expansion valve 8 and then flows into the heat absorber 9to evaporate. Water in the air blown out from the indoor blower 27coagulates to adhere to the heat absorber 9 by the heat absorbingoperation at this time, and hence the air is cooled.

The refrigerant evaporated in the heat absorber 9 flows through theevaporation capability control valve 11, the internal heat exchanger 19and the refrigerant pipe 13C to reach the accumulator 12, and flowstherethrough to be sucked into the compressor 2, thereby repeating thiscirculation. The air cooled and dehumidified in the heat absorber 9 doesnot pass the radiator 4 but is blown out from the outlet 29 to thevehicle interior, thereby performing cooling of the vehicle interior. Inthis cooling mode, the controller 32 controls the number of revolutionof the compressor 2 on the basis of the temperature of the heat absorber9 which is detected by the heat absorber temperature sensor 48.

(6) Heating Mode and Auxiliary Heating by Heating Medium CirculatingCircuit in Heating Mode

Next, there will be described control of the compressor 2 and theoutdoor expansion valve 6 in the heating mode and auxiliary heating bythe heating medium circulating circuit 23 in the heating mode.

(6-1) Control of Compressor and Outdoor Expansion Valve

The controller 32 calculates a target outlet temperature TAO fromEquation (I) mentioned below. The target outlet temperature TAO is atarget value of the temperature of the air blown out from the outlet 29to the vehicle interior.TAO=(Tset−Tin)×K+Tbal(f(Tset,SUN,Tam))  (I),in which Tset is a predetermined temperature of the vehicle interiorwhich is set by the air conditioning operating portion 53, Tin is atemperature of the vehicle interior air which is detected by the indoorair temperature sensor 37, K is a coefficient, and Tbal is a balancevalue calculated from the predetermined temperature Tset, a solarradiation amount SUN detected by the solar radiation sensor 51, and anoutdoor air temperature Tam detected by the outdoor air temperaturesensor 33. Further, in general, the lower the outdoor air temperatureTam is, the higher the target outlet temperature TAO becomes, and thehigher the outdoor air temperature Tam is, the lower the target outlettemperature becomes.

The controller 32 calculates a target radiator temperature TCO from thetarget outlet temperature TAO, and next calculates a target radiatorpressure PCO on the basis of the target radiator temperature TCO.Further, on the basis of the target radiator pressure PCO and arefrigerant pressure (the radiator pressure) Pci of the radiator 4 whichis detected by the radiator pressure sensor 47, the controller 32calculates a number of revolution Nc of the compressor 2, and operatesthe compressor 2 at the number of revolution Nc. That is, the controller32 controls the refrigerant pressure Pci of the radiator 4 in accordancewith the number of revolution Nc of the compressor 2.

Furthermore, the controller 32 calculates a target radiator subcooldegree TGSC of the radiator 4 on the basis of the target outlettemperature TAO. On the other hand, the controller 32 calculates asubcool degree of the refrigerant in the radiator 4 (a radiator subcooldegree SC) on the basis of the radiator pressure Pci and the temperatureof the radiator 4 (a radiator temperature Tci) which is detected by theradiator temperature sensor 46. Further, on the basis of the radiatorsubcool degree SC and the target radiator subcool degree TGSC, thecontroller calculates a target valve position (a target outdoorexpansion valve position TGECCV) of the outdoor expansion valve 6.Further, the controller 32 controls the valve position of the outdoorexpansion valve 6 into the target outdoor expansion valve positionTGECCV.

The controller 32 performs the calculation in a direction to increasethe target radiator subcool degree TGSC as the target outlet temperatureTAO is higher, but the present invention is not limited to thisembodiment, and the controller may perform the calculation on the basisof an after-mentioned difference (a capability difference) between arequired heating capability TGQ and a maximum heating capability Qhpmax,the radiator pressure Pci, or a difference (a pressure difference)between the target radiator pressure PCO and the radiator pressure Pci.In this case, the controller 32 decreases the target radiator subcooldegree TGSC as the capability difference is smaller, the pressuredifference is smaller, an air volume of the indoor blower 27 is smaller,or the radiator pressure Pci is smaller.

(6-2) Control 1 of Heating Medium Circulating Circuit

Furthermore, in a case where the controller 32 judges that the heatingcapability of the radiator 4 runs short in the heating mode, thecontroller energizes the heating medium heating electric heater 35 togenerate heat, and operates the circulating pump 30, thereby executingheating by the heating medium-air heat exchanger 40 of the heatingmedium circulating circuit 23.

When the circulating pump 30 of the heating medium circulating circuit23 operates and the heating medium heating electric heater 35 energizes,the heating medium (a high-temperature heating medium) heated by theheating medium heating electric heater 35 as described above circulatesthrough the heating medium-air heat exchanger 40, and hence the airflowing through the radiator 4 of the air flow passage 3 heats.Therefore, in the heating mode, a target value of a temperature of theair flowing out from the heating medium-air heat exchanger 40 and blownout from the outlet 29 is the target radiator temperature TCO.

Next, control of the heating medium circulating circuit 23 in theheating mode will be described. The controller 32 calculates therequired heating capability TGQ (kW) which is the required heatingcapability of the radiator 4, the maximum heating capability Qhpmax (kW)to be generated by the radiator 4, and an actual heating capability Qhp(kW) actually generated by the radiator 4 by use of Equation (II),Equation (III), and Equation (IV). The maximum heating capability Qhpmaxis a predicted value of the maximum heating capability to be generatedby the radiator 4 at the outdoor air temperature Tam at this time (i.e.,an estimated maximum heating capability of the heat pump). Furthermore,the actual heating capability Qhp is a predicted value of the heatingcapability actually generated by the radiator 4 at the outdoor airtemperature Tam and the number of revolution Nc of the compressor 2 atthis time.TGQ=(TCO−Te)×Ca×ρ×Qair  (II)Qhpmax=kQhpest1×Ga+kQhpest2×Tam+kQhpest3×Ncmax+kQhpest4  (III)Qhp=kQhpest1×Ga+kQhpest2×Tam+kQhpest3×Nc+kQhpest4  (IV)

It is to be noted that Te is a temperature of the heat absorber 9 whichis detected by the heat absorber temperature sensor 48, Ca is specificheat [kJ/m³·K] of the air flowing into the radiator 4, ρ is a density (aspecific volume) [kg/m³] of the air flowing into the radiator 4, Qair isa volume [m³/h] of the air passing the radiator 4 (which is estimatedfrom a blower voltage BLV of the indoor blower 27 or the like), Ga is anair volume (m³/s) of the air passing the radiator 4, Ncmax is an upperlimit number of revolution of the compressor 2, and Nc is a number ofrevolution (an actual number of revolution) of the compressor 2.Furthermore, kQhpest1, kQhpest2, kQhpest3 and kQhpest4 in Equations(III) and (IV) are coefficients beforehand obtained from actualmeasurement.

Next, the controller 32 calculates the difference between the requiredheating capability TGQ and the maximum heating capability Qhpmax of theradiator 4 by use of Equation (V), and calculates an estimated valueTGQhtr0 of the required heating capability of the heating mediumcirculating circuit 23 (including the heating medium-air heat exchanger40 that is the auxiliary heating means. Hereinafter, this also applies).Furthermore, the controller 32 calculates the difference between themaximum heating capability Qhpmax of the radiator 4 and the actualheating capability Qhp by use of Equation (VI) to calculate an offsetTGQhtrh of the required heating capability of the heating mediumcirculating circuit 23.TGQhtr0=TGQ−Qhpmax  (V)TGQhtrh=Qhpmax−Qhp  (VI)

Further, the controller 32 adds the offset TGQhtrh to the estimatedvalue TGQhtr0 of the required heating capability in Equation (VII),thereby calculating the required heating capability TGQhtr of theheating medium circulating circuit 23.TGQhtr=TGQthr0+TGQhtrh  (VII)

A right side of Equation (VII) is a sum of a right side of Equation (V)and a right side of Equation (VI), and hence the required heatingcapability TGQhtr is a difference (TGQ−Qhp) between the required heatingcapability TGQ of the radiator 4 and the actual heating capability Qhpof the radiator 4. The difference (TGQ−Qhp) between the required heatingcapability TGQ of the radiator 4 and the actual heating capability Qhpthereof is a shortage of the actual heating capability Qhp to therequired heating capability TGQ of the radiator 4, and the controller 32first calculates the required heating capability TGQhtr of the heatingmedium circulating circuit 23 as the heating capability whichcomplements this shortage.

Next, the controller 32 calculates a decrease amount ΔQhp of the actualheating capability Qhp of the radiator 4 due to frosting of the outdoorheat exchanger 7 and a decrease amount ΔQhpmax of the maximum heatingcapability Qhpmax on the basis of a current refrigerant evaporationtemperature TXO of the outdoor heat exchanger 7 which is obtainable fromthe outdoor heat exchanger temperature sensor 54, and a refrigerantevaporation temperature TXObase of the outdoor heat exchanger 7 innon-frosting when the outdoor air has a low-humidity environment and thefrosting does not occur onto the outdoor heat exchanger 7. In this case,the controller 32 determines the refrigerant evaporation temperatureTXObase of the outdoor heat exchanger 7 in non-frosting by use ofEquation (VIII) mentioned next.

$\begin{matrix}\begin{matrix}{{TXObase} = {f\left( {{Tam},{Nc},{BLV},{VSP}} \right)}} \\{= {{k\; 5 \times {Tam}} + {k\; 6 \times {Nc}} + {k\; 7 \times {BLV}} + {k\; 8 \times {VSP}}}}\end{matrix} & ({VIII})\end{matrix}$

Here, Tam which is a parameter of Equation (VIII) is the outdoor airtemperature which is obtainable from the outdoor air temperature sensor33 in the same manner as described above, Nc is the number of revolutionof the compressor 2, BLV is a blower voltage of the indoor blower 27,VSP is a velocity which is obtainable from the velocity sensor 52, andk5 to k8 are coefficients which are beforehand obtained by experimentsor the like.

In this case, when the outdoor air temperature Tam (the suction airtemperature of the outdoor heat exchanger 7) becomes lower, TXObasetends to be lower. Therefore, the coefficient k5 is a positive value.Furthermore, when the number of revolution Nc of the compressor 2 ishigher (the refrigerant flow rate is larger), TXObase tends to be lower.Therefore, the coefficient k6 is a negative value. Furthermore, when theblower voltage BLV is higher (the volume of the air passing the radiator4 is larger), TXObase tends to be lower. Therefore, the coefficient k7is a negative value. Furthermore, when the velocity VSP is lower (thevelocity of the air passing through the outdoor heat exchanger 7 islower), TXObase tends to be lower. Therefore, the coefficient k8 is apositive value.

Next, the controller 32 calculates a difference ΔTXO between therefrigerant evaporation temperature TXObase in non-frosting which isobtainable by substituting respective current parameter values intoEquation (VIII) and the current refrigerant evaporation temperature TXO(ΔTXO=TXObase−TXO), and calculates a decreased heating capability Qhphof the radiator 4 and a decreased maximum heating capability Qhpmaxh dueto the frosting of the outdoor heat exchanger 7 by use of a coefficientKΔQ correlated with the difference ΔTXO as in Equation (IX) and Equation(X).Qhph=KΔQ×Qhp  (IX)Qhpmaxh=KΔQ×Qhpmax  (X)

Here, FIG. 3 shows a relation between the above difference ΔTXO and thecoefficient KΔQ. With proceeding of the frosting onto the outdoor heatexchanger 7, the refrigerant evaporation temperature TXO lowers, andhence when the difference ΔTXO increases, a frosting ratio of theoutdoor heat exchanger 7 increases, and the heating capability of theradiator 4 decreases. The relation between the difference ΔTXO and thecoefficient KΔQ shown in FIG. 3 is beforehand obtained by the actualmeasurement, and when the difference ΔTXO increases, i.e., when thefrosting ratio of the outdoor heat exchanger 7 increases, thecoefficient KΔQ decreases, and Qhph and Qhpmaxh decrease.

Furthermore, the controller calculates the decrease amount ΔQhp of theactual heating capability Qhp of the radiator 4 and the decrease amountΔQhpmax of the maximum heating capability Qhpmax due to the frosting ofthe outdoor heat exchanger 7 by use of Equation (XI) and Equation (XII).ΔQhp=Qhp−Qhph  (XI)ΔQhpmax=Qhpmax−Qhpmaxh  (XII)

As described above, the actual heating capability Qhp of the radiator 4decreases due to the frosting of the outdoor heat exchanger 7.Therefore, when the frosting occurs onto the outdoor heat exchanger 7,even by controlling the heating by the heating medium circulatingcircuit 23 in accordance with TGQhtr=TGQ−Qhp obtainable from Equation(VII) as described above, the heating capability runs short as much asthe above decrease amount ΔQhp.

To eliminate such a problem, the controller 32 adds the decrease amountΔQhp of the heating capability of the radiator 4 to the required heatingcapability TGQhtr of the heating medium circulating circuit 23 which iscalculated with Equation (VII) mentioned above, to correct TGQhtr sothat the heating capability of the heating medium-air heat exchanger 40(the auxiliary heating means) becomes (TGQhtr+ΔQhp), thereby controllingthe energization to the heating medium heating electric heater 35 of theheating medium circulating circuit 23 and the operation of thecirculating pump 30.

In this way, according to the present invention, in a case where theactual heating capability Qhp of the radiator 4 runs short to therequired heating capability TGQ of the radiator 4, the heatingmedium-air heat exchanger 40 of the heating medium circulating circuit23 can heat the air to be supplied to the vehicle interior to complementthe heating capability, thereby making it to achieve comfortable heatingof the vehicle interior.

Furthermore, the heating by the heating medium-air heat exchanger 40 ofthe heating medium circulating circuit 23 is executed under a situationwhere the heating capability of the radiator 4 runs short, and hence itis possible to minimize deterioration of an efficiency due to theheating by the heating medium circulating circuit 23. Consequently, itis possible to effectively inhibit the disadvantage that a drivingdistance decreases especially in an electric car.

Particularly, the controller 32 calculates the decrease amount ΔQhp ofthe actual heating capability Qhp due to the frosting of the outdoorheat exchanger 7, and adds the decrease amount ΔQhp to the requiredheating capability TGQhtr of the heating medium circulating circuit 23to execute the heating by the heating medium-air heat exchanger 40 ofthe heating medium circulating circuit 23, and hence in a case where thefrosting occurs onto the outdoor heat exchanger 7 to decrease the actualheating capability Qhp, the heating medium circulating circuit 23 cancomplement the decrease amount ΔQhp, and comfort can further improve.

In this case, the controller 32 calculates the decrease amount ΔQhp ofthe actual heating capability Qhp due to the frosting of the outdoorheat exchanger 7 on the basis of the difference ΔTXO between therefrigerant evaporation temperature TXO of the outdoor heat exchanger 7and the refrigerant evaporation temperature TXObase of the outdoor heatexchanger 7 in non-frosting, and hence it is possible to preciselycalculate the decrease amount ΔQhp and accurately execute control of theheating medium circulating circuit 23.

It is to be noted that in Equation (IV) of the above embodiment, thecontroller calculates the actual heating capability Qhp that is thepredicted value of the heating capability actually generated by theradiator 4, on the basis of the air volume Ga of the air passing theradiator 4, the outdoor air temperature Tam and the number of revolution(the actual number of revolution) Nc of the compressor 2, but thecontroller may calculate the actual heating capability Qhp by use ofEquation (XIII) mentioned below.Qhp=(THout−Thin)×Ca×Ga  (XIII)

It is to be noted that THout is a temperature (° C.) of the air passedthrough the radiator 4, and THin is a temperature of the air beforepassing the radiator 4, i.e., a suction air temperature (° C.) of theradiator 4. A difference (THout−THin) therebetween is a temperature risewhich occurs when the air passes the radiator 4, and also by multiplyingthis difference by the specific heat Ca and the air volume Ga, it ispossible to calculate the actual heating capability Qhp of the radiator4.

(6-3) Control 2 of Heating Medium Circulating Circuit

Here, when the frosting of the outdoor heat exchanger 7 increases, heatabsorption (heat pump) from the outdoor air cannot be performed even byoperating the compressor 2 of the refrigerant circuit R, and anoperation efficiency also remarkably deteriorates. To eliminate such aproblem, the controller 32 calculates the frosting ratio of the outdoorheat exchanger 7 on the basis of the difference ΔTXO (ΔTXO=TXObase−TXO)between the refrigerant evaporation temperature TXObase of the outdoorheat exchanger 7 in non-frosting and the current refrigerant evaporationtemperature TXO described above, and in a case where this frosting ratiois not less than a predetermined value, the controller stops thecompressor 2 of the refrigerant circuit R.

FIG. 4 shows a relation between the difference ΔTXO and the frostingratio when the frosting ratio of the outdoor heat exchanger 7 is judgedfrom this difference ΔTXO. The controller 32 judges that the frostingratio is 0 when the difference ΔTXO is 0. When the difference ΔTXO risesfrom this state up to 10 (deg), the frosting ratio increases up to 100%at a predetermined inclination angle. The controller 32 stops thecompressor 2 in a case where the frosting ratio is the predeterminedvalue (e.g., 100%) in the embodiment. Further, the controller operatesthe heating medium heating electric heater 35 and the circulating pump30 so that the heating medium-air heat exchanger 40 of the heatingmedium circulating circuit 23 generates the required heating capabilityTGQ (TGQhtr=TGQ).

Further, when ΔTXO lowers below 9 (deg) and lowers therefrom to −1(deg), the frosting ratio also decreases down to 0 at a predeterminedinclination angle (a hysteresis of 1 deg). The controller 32 cancelsstart prohibition of the compressor 2 when the frosting ratio is smallerthan the predetermined value (e.g., 100%), and the controller returns tothe heating mode again by the radiator 4 of the refrigerant circuit Rand the heating medium circulating circuit 23.

In this way, a proceeding degree of the frosting onto the outdoor heatexchanger 7 is grasped from the difference ΔTXO, and in a case where thefrosting proceeds, the vehicle air conditioner device changes to theheating of the vehicle interior only by the heating medium-air heatexchanger 40 of the heating medium circulating circuit 23, and hence itis possible to continuously perform the heating of the vehicle interiorby the heating medium circulating circuit 23 while preventing furthergrowth of the frost formed on the outdoor heat exchanger 7 of therefrigerant circuit R or promoting melting of the frost.

(6-4) Control 3 of Heating Medium Circulating Circuit

Next, FIG. 5 shows another example of such stop control of thecompressor 2. In the above example (6-3), the controller calculates thefrosting ratio of the outdoor heat exchanger 7 on the basis of thedifference ΔTXO, but the present invention is not limited to thisexample, and the controller may calculate the frosting ratio of theoutdoor heat exchanger 7 on the basis of the decrease amount ΔQhpmax ofthe maximum heating capability Qhpmax of the radiator 4 described aboveor the decrease amount ΔQhp of the actual heating capability Qhp, andmay stop the compressor 2 of the refrigerant circuit R in a case wherethis frosting ratio is not less than the predetermined value.

FIG. 5 shows a relation between the decrease amount ΔQhpmax or ΔQhp andthe frosting ratio when the frosting ratio of the outdoor heat exchanger7 is judged from the decrease amount ΔQhpmax or ΔQhp. The controller 32judges that the frosting ratio is 0 when the decrease amount ΔQhpmax orΔQhp is 0. When the decrease amount ΔQhpmax or ΔQhp increases from thisstate up to 1000 (W), the frosting ratio increases up to 100% at apredetermined inclination angle. The controller 32 stops the compressor2 in a case where the frosting ratio is the predetermined value (e.g.,100%) in the embodiment. Further, the controller operates the heatingmedium heating electric heater 35 and the circulating pump 30 so thatthe heating medium-air heat exchanger 40 of the heating mediumcirculating circuit 23 generates the required heating capability TGQ(TGQhtr=TGQ).

Further, when the decrease amount ΔQhpmax or ΔQhp decreases below 900(W) and decreases therefrom to −100 (W), the frosting ratio alsodecreases down to 0 at a predetermined inclination angle (a hysteresisof 100 W). The controller 32 cancels the start prohibition of thecompressor 2 when the frosting ratio is smaller than the predeterminedvalue (e.g., 100%), and the controller returns to the heating mode againby the radiator 4 of the refrigerant circuit R and the heating mediumcirculating circuit 23.

In this way, the proceeding degree of the frosting onto the outdoor heatexchanger 7 is grasped from the decrease amount ΔQhpmax of the maximumheating capability Qhpmax of the radiator 4 or the decrease amount ΔQhpof the actual heating capability Qhp, and in the case where the frostingproceeds, even by changing to the heating of the vehicle interior onlyby the heating medium-air heat exchanger 40 of the heating mediumcirculating circuit 23, it is possible to continuously perform theheating of the vehicle interior by the heating medium circulatingcircuit 23 while preventing further growth of the frost formed on theoutdoor heat exchanger 7 of the refrigerant circuit R or promoting themelting of the frost.

(6-5) Control 4 of Heating Medium Circulating Circuit

It is to be noted that in the above respective examples, the frostingratio of the outdoor heat exchanger 7 is estimated from the differenceΔTXO, the decrease amount ΔQhpmax of the maximum heating capabilityQhpmax of the radiator 4, or the decrease amount ΔQhp of the actualheating capability Qhp to stop the compressor 2, but the presentinvention is not limited to this example, and the controller maydirectly judge the degree of the frosting of the outdoor heat exchanger7 from the decrease amount ΔQhpmax of the maximum heating capabilityQhpmax of the radiator 4 or the decrease amount ΔQhp of the actualheating capability Qhp, and in a case where the decrease amount ΔQhpmaxor ΔQhp is not less than the predetermined value, the controller mayjudge that the frosting of the outdoor heat exchanger 7 proceeds, tostop the compressor 2.

(7) Another Constitutional Example 1

Next, FIG. 6 shows another constitutional view of a vehicle airconditioner device 1 of the present invention. In this embodiment, anoutdoor heat exchanger 7 does not include a receiver drier portion 14and a subcooling portion 16, and a refrigerant pipe 13A extending outfrom the outdoor heat exchanger 7 is connected to a refrigerant pipe 13Bvia a solenoid valve 17 and a check valve 18. Furthermore, a refrigerantpipe 13D branching from the refrigerant pipe 13A is connected to arefrigerant pipe 13C on a downstream side of an internal heat exchanger19 similarly via a solenoid valve 21.

The other constitution is similar to the example of FIG. 1. In this way,the present invention is also effective in the vehicle air conditionerdevice 1 of a refrigerant circuit R employing the outdoor heat exchanger7 which does not have the receiver drier portion 14 and the subcoolingportion 16.

(8) Still Another Constitutional Example 2

Next, FIG. 7 shows still another constitutional view of a vehicle airconditioner device 1 of the present invention. In this case, the heatingmedium circulating circuit 23 of FIG. 6 is replaced with an electricheater 73. In the above-mentioned case of the heating medium circulatingcircuit 23, the heating medium heating electric heater 35 is disposedoutside a vehicle interior and outside an air flow passage 3, and henceelectric safety is acquired, but a constitution is complicated.

On the other hand, when the electric heater 73 is disposed in the airflow passage 3 as shown in FIG. 7, the constitution is remarkablysimplified. In this case, the electric heater 73 becomes auxiliaryheating means, whereby the controller 32 executes the above-mentionedcontrol. Further, the present invention is also effective in the vehicleair conditioner device 1 of a refrigerant circuit R employing theelectric heater 73.

(9) Further Constitutional Example 3

Next, FIG. 8 shows a further constitutional view of a vehicle airconditioner device 1 of the present invention. It is to be noted that arefrigerant circuit R of this embodiment is similar to FIG. 6. However,in this case, a heating medium-air heat exchanger 40 of a heating mediumcirculating circuit 23 is disposed on an upstream side of a radiator 4and on a downstream side of an air mix damper 28 to a flow of air of anair flow passage 3. The other constitution is similar to FIG. 6.

In this case, the heating medium-air heat exchanger 40 is positioned onthe upstream side of the radiator 4 in the air flow passage 3, and henceduring an operation of the heating medium circulating circuit 23, air isheated by the heating medium-air heat exchanger 40 and then flows intothe radiator 4. In this way, the present invention is also effective inthe vehicle air conditioner device 1 in which the heating medium-airheat exchanger 40 is disposed on the upstream side of the radiator 4,and especially in this case, there does not occur the problem caused bythe fact that a temperature of a heating medium in the heating mediumcirculating circuit 23 is low. Consequently, coordinated heating withthe radiator 4 becomes easy, but the air passed through the heatingmedium-air heat exchanger 40 flows into the radiator 4. Therefore, toeach of Equations (III) and (IV) to calculate a maximum heatingcapability Qhpmax and an actual heating capability Qhp of the radiator 4described above, there is added a value of a suction air temperatureTHin of the radiator 4 which is multiplied by a predeterminedcoefficient kOhpest5 (this is also a coefficient beforehand obtainedfrom actual measurement).

The suction air temperature THin of the radiator 4 is the temperature ofthe air passed through the heating medium-air heat exchanger 40 which isdetected by a heating medium-air heat exchanger temperature sensor 55.In this way, in a case where the heating medium-air heat exchanger 40 ofthe heating medium circulating circuit 23 is disposed together with theradiator 4 on an upstream side of the radiator 4 to a flow of the air ofthe air flow passage 3, the controller 32 calculates the maximum heatingcapability Qhpmax and the actual heating capability Qhp in considerationof the suction air temperature THin of the radiator 4. Consequently, ina case where the air heated by the heating medium-air heat exchanger 40flows into the radiator 4, it is possible to correctly calculate themaximum heating capability Qhpmax of the radiator 4 and the actualheating capability Qhp thereof in consideration of a change of a heatquantity which accompanies the inflow of the heated air.

(10) Further Constitutional Example 4

Next, FIG. 9 shows a further constitutional view of a vehicle airconditioner device 1 of the present invention. In this case, the heatingmedium circulating circuit 23 of FIG. 8 is replaced with an electricheater 73. The present invention is also effective for the vehicle airconditioner device 1 of a refrigerant circuit R employing the electricheater 73.

(11) Further Constitutional Example 5

Next, FIG. 10 shows a still further constitutional view of a vehicle airconditioner device 1 of the present invention. Pipe constitutions of arefrigerant circuit R and a heating medium circulating circuit 23(auxiliary heating means) of this embodiment are basically similar tothe case of FIG. 1, but a radiator 4 is not disposed in an air flowpassage 3, and is disposed outside the air flow passage. Instead, in theradiator 4, a heating medium-refrigerant heat exchanger 74 of this caseis disposed in a heat exchange relation.

The heating medium-refrigerant heat exchanger 74 is connected to aheating medium pipe 23A between a circulating pump 30 and a heatingmedium heating electric heater 35 of the heating medium circulatingcircuit 23, and a heating medium-air heat exchanger 40 of the heatingmedium circulating circuit 23 is disposed in the air flow passage 3.According to such a constitution, a heating medium discharged from thecirculating pump 30 performs heat exchange with a refrigerant flowingthrough the radiator 4, is heated by the refrigerant, is next heated bythe heating medium heating electric heater 35 (in a case where theheater is energized to generate heat), and then radiates heat in theheating medium-air heat exchanger 40, thereby heating air to be suppliedfrom the air flow passage 3 to a vehicle interior.

Also in the vehicle air conditioner device 1 of such a constitution, ina case where a heating capability of the radiator 4 runs short, theheating medium heating electric heater 35 is energized to heat theheating medium flowing in the heating medium pipe 23A, thereby enablingauxiliary heating, and as compared with a case where an electric heateris disposed in the air flow passage 3 as described above, it is possibleto achieve electrically safer vehicle interior heating.

It is to be noted that in the embodiments, the present invention isapplied to the vehicle air conditioner device 1 which changes andexecutes the respective operation modes of the heating mode, thedehumidifying and heating mode, the dehumidifying and cooling mode andthe cooling mode, but the present invention is not limited to theseembodiments, and is also effective for a vehicle air conditioner devicewhich only performs the heating mode.

Furthermore, the constitution and respective numeric values of therefrigerant circuit R described in the above respective embodiments arenot limited to the embodiments, and are changeable without departingfrom the gist of the present invention.

DESCRIPTION OF REFERENCE NUMERALS

-   -   1 vehicle air conditioner device    -   2 compressor    -   3 air flow passage    -   4 radiator    -   6 outdoor expansion valve    -   7 outdoor heat exchanger    -   8 indoor expansion valve    -   9 heat absorber    -   11 evaporation capability control valve    -   17, 20, 21 and 22 solenoid valve    -   23 heating medium circulating circuit (auxiliary heating means)    -   26 suction changing damper    -   27 indoor blower (blower fan)    -   28 air mix damper    -   30 circulating pump (circulating means)    -   32 controller (control means)    -   35 heating medium heating electric heater (electric heater)    -   40 heating medium-air heat exchanger (auxiliary heating means)    -   70 and 74 heating medium-refrigerant heat exchanger    -   73 electric heater (auxiliary heating means)    -   R refrigerant circuit

The invention claimed is:
 1. A vehicle air conditioner devicecomprising: a compressor which compresses a refrigerant; an air flowpassage through which air to be supplied to a vehicle interior flows; aradiator which lets the refrigerant radiate heat to heat the air to besupplied from the air flow passage to the vehicle interior; a heatabsorber which lets the refrigerant absorb heat to cool the air to besupplied from the air flow passage to the vehicle interior; an outdoorheat exchanger disposed outside the vehicle interior to let therefrigerant radiate or absorb heat; and controller, the vehicle airconditioner device executing at least a heating mode in which thecontroller lets the refrigerant discharged from the compressor radiateheat in the radiator, decompresses the refrigerant by which heat hasbeen radiated, and then lets the refrigerant absorb heat in the outdoorheat exchanger, the vehicle air conditioner device comprising: auxiliaryheating device for heating the air to be supplied from the air flowpassage to the vehicle interior which is disposed together with theradiator on an upstream side of the radiator to a flow of the air of theair flow passage, wherein on the basis of a required heating capabilityTGQ which is a required heating capability of the radiator and an actualheating capability Qhp which is actually generated by the radiator, thecontroller calculates a required heating capability TGQhtr of theauxiliary heating device to complement a shortage of the actual heatingcapability Qhp to the required heating capability TGQ, and thecontroller calculates a decrease amount ΔQhp of the actual heatingcapability Qhp due to frosting of the outdoor heat exchanger on thebasis of a difference ΔTXO between the refrigerant evaporationtemperature TXO of the outdoor heat exchanger and the refrigerantevaporation temperature TXObase of the outdoor heat exchanger innon-frosting, and adds the decrease amount ΔQhp to the required heatingcapability TGQhtr of the auxiliary heating device to execute heating bythe auxiliary heating device.
 2. The vehicle air conditioner deviceaccording to claim 1, wherein the controller calculates a frosting ratioof the outdoor heat exchanger on the basis of the difference ΔTXO, andin a case where the frosting ratio is not less than a predeterminedvalue, the controller stops the compressor and controls the auxiliaryheating device in accordance with the required heating capability TGQ.3. The vehicle air conditioner device according to claim 1, wherein thecontroller calculates the frosting ratio of the outdoor heat exchangeron the basis of the decrease amount ΔQhp of the actual heatingcapability, and in a case where the frosting ratio is not less than apredetermined value, the controller stops the compressor and controlsthe auxiliary heating device in accordance with the required heatingcapability TGQ.
 4. The vehicle air conditioner device according to claim1, wherein the controller calculates a maximum heating capability Qhpmaxto be generated by the radiator, calculates a decrease amount ΔQhpmax ofthe maximum heating capability Qhpmax due to the frosting of the outdoorheat exchanger on the basis of the difference ΔTXO, and calculates afrosting ratio of the outdoor heat exchanger on the basis of thedecrease amount ΔQhpmax of the maximum heating capability, and in a casewhere the frosting ratio is not less than a predetermined value, thecontroller stops the compressor and controls the auxiliary heatingdevice in accordance with the required heating capability TGQ.
 5. Thevehicle air conditioner device according to claim 1, wherein thecontroller calculates a maximum heating capability Qhpmax to begenerated by the radiator, and calculates a decrease amount ΔQhpmax ofthe maximum heating capability Qhpmax due to the frosting of the outdoorheat exchanger on the basis of the difference ΔTXO, and in a case wherethe decrease amount ΔQhpmax is not less than a predetermined value, thecontroller stops the compressor and controls the auxiliary heatingdevice in accordance with the required heating capability TGQ.
 6. Thevehicle air conditioner device according to claim 1, wherein thecontroller stops the compressor and controls the auxiliary heatingdevice in accordance with the required heating capability TGQ in a casewhere the decrease amount ΔQhp of the actual heating capability is notless than a predetermined value.
 7. The vehicle air conditioner deviceaccording to claim 1, wherein the controller calculates a maximumheating capability Qhpmax on the basis of an air volume Ga of airpassing the radiator, an outdoor air temperature Tam, and an upper limitnumber of revolution Ncmax of the compressor, and calculates the actualheating capability Qhp on the basis of the air volume Ga, the outdoorair temperature Tam and an actual number of revolution Nc of thecompressor.
 8. The vehicle air conditioner device according to claim 1,wherein the controller calculates the actual heating capability Qhp onthe basis of a difference (THout−THin) between a temperature THout ofair passed through the radiator and a suction air temperature THin ofthe radiator, specific heat Ca of the air flowing into the radiator, andthe air volume Ga of the air passing the radiator.
 9. The vehicle airconditioner device according to claim 7, wherein in a case where theauxiliary heating device is disposed together with the radiator on anupstream side of the radiator to a flow of the air of the air flowpassage, the controller calculates the maximum heating capability Qhpmaxand the actual heating capability Qhp in consideration of a suction airtemperature THin of the radiator.
 10. The vehicle air conditioner deviceaccording to claim 1, comprising: a heating medium circulating circuitwhich has a heating medium-air heat exchanger, an electric heater, andcirculating means and in which the circulating means circulates aheating medium heated by the electric heater through the heatingmedium-air heat exchanger, wherein the heating medium-air heat exchangerconstitutes the auxiliary heating device.
 11. The vehicle airconditioner device according to claim 1, wherein the auxiliary heatingdevice is constituted of an electric heater.
 12. The vehicle airconditioner device according to claim 2, wherein the controllercalculates a maximum heating capability Qhpmax on the basis of an airvolume Ga of air passing the radiator, an outdoor air temperature Tam,and an upper limit number of revolution Ncmax of the compressor, andcalculates the actual heating capability Qhp on the basis of the airvolume Ga, the outdoor air temperature Tam and an actual number ofrevolution Nc of the compressor.
 13. The vehicle air conditioner deviceaccording to claim 6, wherein the controller calculates a maximumheating capability Qhpmax on the basis of an air volume Ga of airpassing the radiator, an outdoor air temperature Tam, and an upper limitnumber of revolution Ncmax of the compressor, and calculates the actualheating capability Qhp on the basis of the air volume Ga, the outdoorair temperature Tam and an actual number of revolution Nc of thecompressor.
 14. The vehicle air conditioner device according to claim 3,wherein the controller calculates the actual heating capability Qhp onthe basis of a difference (THout−THin) between a temperature THout ofair passed through the radiator and a suction air temperature THin ofthe radiator, specific heat Ca of the air flowing into the radiator, andan air volume Ga of the air passing the radiator.
 15. The vehicle airconditioner device according to claim 6, wherein the controllercalculates the actual heating capability Qhp on the basis of adifference (THout−THin) between a temperature THout of air passedthrough the radiator and a suction air temperature THin of the radiator,specific heat Ca of the air flowing into the radiator, and an air volumeGa of the air passing the radiator.